Internal-combustion engine.



H.W. UNCKLES. DECD. n.5. uN c1 1Es,ADM1N|sTR`/\T0R. INTERNAL CMBUSTION ENGINE.

111161111111 Nov. 13, 1917.

APPLICATION FILED JUNE 27.19I4.

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D. s. uNcKLEs. ADM|N|sTRAToR. INTERNAL COMBUSTION ENGINE..

APPLICATION FILED JUNE 21, |914. Patented. NOV. 13, 1917.

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D. s. uNcK'LEs, ADMINISTRATQR.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 27.1914.

Patented Nov. 13, 1917.

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:.HENRY W. UNCKLES, OF NEW YORK, N. Y.; DAVID S. UNCKLES, ADMINISTRATOR OF SAID HENRY W. UNCKLES, DECEASED.

INTERNAL-connus'rron ENGINE.

Specification of Letters Patent. i

Application filed June 27, 191,4. Serial No. 847,577.

To all whom t may concern:

Be it known that I, HENRY W. UNGnLns, a citizen of the United States, and a resident 4 of the city of New York, in the county and State of New York, have invented certain new and useful Improvements in Internal- Combustion Engines, of which the following is a specification.

My invention relates to internal combustion engines, and more particularly to apparatus for automatically starting such engines.

One of the objects of the invention is to provide a durable and eilicient automatic starter for internal combustion engines.

Another' object of the invention is to provide in such apparatus a fluid distributing device having a power-operated shiftable part for controlling the time of admission of the air through the device to the cylinders, depending upon the desired direction of rotation.

Another object of the invention is to provide a durable and eflicient air distributing device in which wear and tear on the valves is obviated by providing a neutral posif tion at which the valves are inoperative.

Another object of the invention is to provide control apparatus whereby the starting of the engine in either direction is entirely governed from a single master control device.

More specically, my invention provides control apparatus comprising a master control lever having provision for controlling the shifting of the timer, the shifting of the shiftable member of the air distributer, the admission of air to said distributer, and the control of the circuit to the timer, in such manner that the timer may be shifted for controlling the speed of the engine without aifecting the distributer.

My invention also provides means whereby it may be utilized with a four-cycle engine. In such engines the fshiftable cams operating the admission and the exhaust valves have to be shifted to one or the other of their positions, according to the desired direction of rotation of the engine; and for this purpose I provide poweroperated means for shifting said cams s o that the entire control in starting a four-cycle engine i in either direction maybe had from the `master control lever without undue eEort on the part of the operator.

'My invention will be more readily understood and further objects of the invention will more fully appear from the following description taken in connection with the accompanying drawings in which- .y Figure l is a side elevation of a part of a three-cylinder two-cycle engine equipped with the preferred form of my invention;

Fig. 2 is a longitudinal sectional View of the distributing apparatus for distributing uid to the cylinders;

Fig. 3 is a cross-sectional view of the same taken on line 3-3 of Fig. 2;

Fig. 4 is a cross-sectional view taken on line L1*4 of Fig. 2 and showing an operatin cam;

ig. 5 is-v a longitudinal sectional view showing the master contrel'lever and its related parts; 'i

Fig. 6 is a longitudinal section taken at right angles to the View of Fig. 5;

Fig. 7 is -a cross-sectional View taken on line 7-7 of Fig. 5;

Fig. 8 is a side elevation, partly in section, showing the invention as applied to a four-cycleengine; and Fig. 9 is an end view Aof a portion of said apparatus.

I will first briefly describe the relative positions and connections' of the different elements of the control apparatus. and I will thereafter more fully describe the construction and operation of each.

Referring to the drawings (Fig. l), 1 is the base of the two-cycle engine upon which are mounted thecylindersf2. 3 and 4. The apparatusyfor distributing Huid to the cylinders for starting the engine is shown at 5, the shell of the apparatus being mounted on a bracket secured to any suitable part of the engine such as the cylinder 2. The distributing apparatus, "hereinafter more fully described, has pipes 7, 8 and 9 leading therefrom to the respective cylinders 2, 3 and 4, into which the fluid is admitted at proper periods during the engine cycle. The distributing apparatus comprises a shiftable double cam 10 (Fig. 2) keyed on shaft 24 and -shifted along the same by means of the liuid-pressureoperated piston 11 mounted in cylinder l2 and operating -upon rod 1,3 connected atlits other end to the cam, sas hereinafter more fully e lained. This cyllnder 12 is formed integra y with the outer shell of the distributer 5 and connects through pipes- 14 and 15 with ports 16 and 17 in the outer shell or sleeve 18 of a master control Y valve device 19 governing admission of air to piston 11. The cylinder also has a port 2O through which -the air is admitted-to the distributer.

A timer is provided having the usual inner and outer contact members. The outer member 21 is supported in a sleeve 22 loosely mounted upon shaft 24 so that themember 2l can be shifted about the shaft, and this member is provided with contacts, one for each cylinder, connected by wires 27, 28 29 to the respective spark plugs of the cylinders; while rotatable Contact member 23 is keyed upon shaft 24 to rotate-therewith.

This shaft carrying cam member 10 and contact member 23 is driven from the engine crank shaft by suitable gearing 25.

It is highly desirable to provide a single master control device for-closing the circuit to the timer, for shifting the shiftable member of the timer and that of the distributing apparatus and for admitting fluid to said apparatus, in order that the complete control. of the engine for starting up in either direction and for speed regulation, may be accomplished by this m'aster control device. My invention providesl for this complete control of the engine from a master control device, and in the present embodiment of the invention I provide a master control lever 30 mounted on an insulating bushing 31 surroundingI stub shaft 31 which is journaledin forks 76 from plate 32 journaled in the sleeve 18v at the outer end'of bracket 34. This plate 32 contains valve mechanism for admitting air to. either ipe 14 or 15 leading to cylinder 12, deperi ing upon the osition,to which the lever 30 is swun he supporting plate 32 is connected wit the shiftable shell 21 of the timer by means of a link 35 in amanner hereinafter-more fully explained, so that as the operator swings the lever 30 in a horizontal plane to rotate plate 32 in its forward or reverse position to admit air to cylinder 12, the timer will at the same time be shifted in proper position for starting the engine in the proper direction. This lever 30 also controls,`in,a manner hereinafter more fully explained, the circuit to the spark coil vfrom battery 36.

Having thus generally outlined the relative positions ofthe timer, the air distributer and the operating and controlling mechanism by which they are controlled from the master control lever, I will now proceed to describe the construction and operation of these different parts.

Referring to Figs. 2 and 3, it will be seen that the air distributing apparatus in the shift the cam member 10 so as-to bring one present form of the invention, comprises an annular'valve housing or shell 40 having a lowerfcylindri'cal extensin 41 forming, with a detachable cylindrical head 42 at the op osite end of the shell 40, a chamber 43 inc osing the shiftable c am member l0.

The vertical shaft 24 geared to the crank shaft of the engine and carrying the cam member 10 and the timer member 23, eX- tends through the chamber 43. The lever 13 for shifting cam member 10 is pivoted on the valve. housing at 45. Each end of the lever is slotted so as to receive at one end a pin 46 projecting from the cam member and at the other end to receive a pin47 projecting from the lower end of piston rod 48, so that as the pistonll is moved up or-down by the admission of fluidthrough pipes 14 or 15, the lever 13 is swung on its pivot 45 to or the other of the cam surfaces 49 or 50 in alinement with valve spindles 51 extending from valves 52 radially through the inner wall of the valve. housing. The two cam surfaces 49 and 50 are arranged at predetermined angles one to the other about the shaft 24 so that 'when one of them, say 50, engages the valve spindles it opens the valves 52 at predetermined periods relative to the cycle of the engine to admit compressed air for forward rotation of the engine, while the other cam 49 when brought in alinement with the spindles 51, operates the valves to admit compressed air at predetermined periods such as will cause the .reverse rotation of the engine. The cam member 10 isv lout away between the two cam surfaces 49 and 50 to provide an intermediate ortion of insufficient diameter to engage t e valve spindles, so that when the `valve member is shifted to its neutral position, i. e., the position at which the cut-away portion is inV the plane of the spindles, the valves are not operated 'by the rotation of the shaft 24, which is continuous. valve member in its neutral,position when `the fluid pressure is cut off from the cylinder mitted from cylinder V12 through port '20 120I Whenever the port is uncovered by double piston 11 and brought into communication Vwith cylinder 12 above or below the piston.

Surrounded by the intake chamber 59 there are a series ofseparate chambers 61, formed by radial partitions 62 between inner and intermediate walls 63 and 64 of the valvey shell. Communication between the intake chamber 59 and the series of separate chambers 61'is had through ports 60 controlled 130V In orderl to hold the lrG by the valves 52. These chambers communicate respectively with the cylinders through openings 65, 66, 67, and pipes 7, 8 and 9. The valves 52 are normally held seated by springs 52 the'inner ends of which rest upon the valves and the outer ends upon cupped plugs 52 which are threaded into the shell in alinement with the valves so that the distanceof the said plugs from the valves may be adjusted' to vary the compression of the springs 52.

' Referring now to Figs. 5, 6 and 7, it will be seen that the plate 32 on which the master control lever 30 is mounted, is provided with a tapered lower projection 68 having a coredout central chamber 69 witha radial passage 70 communicating therewith, which is brought into communication with the ports 16 or 17 by shifting the supporting plate 32 within the supporting sleeve 18 to its forward7 or reverse position. The tapered valve core or projection 68 (Fig. 7) is also provided with cutaway portions formling passages 70, 70 adapted, respectively, to connect the pipes 14 and 15 with exhaust ports 1l and 15, depending upon whether the master control valve handle 3 0 is moved to the left or right to bring the passage 70 in alinement. with pipe 15 or 14 to admit compressed air to one or the other of said last pipes. The central cored-out chamber is provided with a disk valve 71 having a stem 72 extending upwardly through the center of the supporting plate'32 in position to be engaged by the lower edge of the shank of the master control lever 30. The point at which the valve stem projects through the plate 32 is provided with packing inclosed in a suitable cap 73. The valve is held normally closed upon its seat by means of a coiled spring 74 pressing at its upper end against the valve and at itslower end supported within the mouth of connection piece 75 threaded into -the bottom of extension 68. The main supply pipe 38 from the source of compressed air, such as the compressed air tank 37, is secured to the connection piece by a swivel coupling 7 5, permitting the platev 32 to be swung around.

Then the valve spindle 72 is depressed by a downward'movement of the' master control lever 30,'compressed air is admitted through chamber 69 to passage 70, and from thence to one of the supply pipes 14 or 15 leading to the cylinder 12, depending upon the position in which the plate 32 has been swung in its horizontal plane of movement; so that by swinging the master control lever in its horizontal plane of movement to the starting or reverse positin, and pressing down on lever 30, the piston 11 will be moved to shift one of the cam surfaces 49 or 50 into the plane of the valve stem 51 so that the valves will be opened at the proper times relative to the cycle of the engine to start the engine in the desired direction of rotation. As soon as the piston 11 uncovers port 2O and puts the same in co'mmunication with the upper or lower end of the` cylinder 12, compressed air is admitted to the intake chamber 59, from whence it flows through the ports 60 to the cylinders as the valves 52 are opened by the rotation of the cam.

As the cam-actuating double piston 11 is moved in one direction, as for example downward by the admission of compressed air through pipe 14, the air on the lower side of said piston is exhausted through pipe 15, passage and through exhaust port 15. In the same manner, if the compressed air was admitted by the control valve to pipe 15 to move the actuating piston 11 upwardly, the movement of the control valvein`the direction to admit compressed air through passage 70 into pipe 15 for this purpose would simultaneously cou-, ple pipe 14 with exhaust port 14 through passage 70 to allow the'air at the upper endv of the cylinder to be exhausted.

The master control lever is mounted, as heretofore described, on bushing 31 of stub shaft 31 journaled between projecting forks 76 extending upwardly from the face of plate 32, and the lever is insulated from said forks in any well-known manner (said means of insulation being well known and therefore not shown herein)F The lever therefore, besides movement in its horizontal plane, may be moved in a vertical plane to depress valve stem 72. Also on this plate 32, in alinement with the forks 76, there is a pair of projecting guides 77 in one of which I mount a contact plunger 78 positioned to be engaged by the metallic shank of the control lever to close the circuit to the timer.

this contact plunger 78 is mounted in an insulating bushing 79 and is held normally thrust to its inner position by means of a spring 8O mounted on an insulating block 81 upon the supporting plate 32, this spring 80 carrying at its upper end a binding screw to which a suitable lead 82 is secured. The outer end of the spring is always held pressed in engagement with the head of the contact plunger 78 so that contact between the two is` never broken, the circuit being made and broken between the shank of the master control lever and the contact plunger. This circuit is from battery 36, wirel 82, through contact plunger 78, the shank -of the master control lever, and through of the lever isA of such thickness that the lever is kept in engagement with the contact plunger-while the lever is pressed down y to open valve 71. lnorder to shiftthe shiftable member of 'the timer by the master control lever at the lsame time that the valve-plate 32 is shifted to' admit compressed air to the cylinder 12, I connect the' shiftable valve plate 82 and the shiftable member of the'timer by means of the link'35 pivoted at each end on projections from these two parts.,. 1n this way, as the `master control lever is shifted in? its horizontal plane of movement, the timer is also shifted. If it is desired to move the timer through a greater arc of movement than the valve plate 32, this maybe readily `provided for by adjusting the respective lengths of the projections from these two parts to which the connecting link 3'5 is pivoted.

Having thus described the construction and operation of the different features of my invention, the method of operating and controlling the machine from the master control lever will readily be understood as follows z` To start the engine forward, the operator presses down upon the master control lever to close the circuit to the timer at the contact vplunger 78. The lever now being in the starting position, passage will be in register with pipe 14 for kconveying air to the upper end of cylinder 12. Likewise, the timer will be in the proper position for forward rotation, and as the operator presses the master control lever farther down, valve stem 72 is pressed upon to open valve-71 and vadmit compressed air through pipe 14 to cylinder 12 to move piston 11 down and shift cam member 10 to its forward position, the compressed air at the Sametime passing from the upper part of cylinder 12 through port 2O to thev intake chamber 59 as'soon as .the upper head of piston 11 uncovers the port 20; whereupon the compressed air passes from chamber 59-through whichever one of the valves 52 may be open, and tothe corresponding cylinder to Start the engine and shaft 24 rotating; yand as shaft 2,4 rotates, the valves 52 are opened sequently at the proper periods to admit compressed air to the cylinders to continuethe rotation of-l the engine. If the operator now desires to retard his spark, that i's, to shift the timer, as is necessary in controlling the speed of the engine after it is started, he lifts the lever, orallows the lever to lift under the compression of. spring 74 vuntil valve 71 is closed, whereupon he may swing the lever to any suitable position in its horizontal4 plane of movement for regulating the positionl of the timer according to the speed of the engine desired. The range of movement of the master control leverlin its horizontal plane for shifting the timer will frequently be through a' greater angle than the angle between the ports 16 and 17 inthe valve sleeve 18; so that during this shifting movement of the master control lever the radial' passage 70 would register with the vports 16 or 17, causing, unless otherwise prevented, the admission of compressed air to the cylinder 12, which would be undesirable even if the air were admitted in la manner to assist the engine in the proper direction of rotation, since it would interfere with the proportion o f the fuel mixture; and if the admission of the air through the distributer should be such as to tend to reverse the engine, it would either shut down the engine or perhaps cause more serious trouble. But this difficulty is avoided by the fact that the control valve 71 beneath the master control lever, is normally closed to shut on the supply of compressed air to the distributer except when the valve stem is deliberately depressed by the operator. If the operator desires to reverse his engine, he lifts his lever up, breakingv the circuit to the timer, and' then swings the lever to the reverse position, thereby swinging the timer to reverse position and bringing passage 70 in com' whence it passes through the diiferent ports 60 to the cylinders. l

In Fig. 8 Il have shown the invention as applied to a four-cycle four-cylinder engine, withprovision for shifting the double cams controlling the intake and exhaust valves of the cylinders. It will be understood that in the case of T-head-cylinders used von fourcycle engines, it is usual to prov-ide one cam shaft 'for operating the fuel intake valves and another cam shaft for operating the exhaust valves; while in the case of L or other types of head than the T-head cylinders, the admission and exhaust valves are operated from the same cam shaft, or else automatic intake valves are used, so that in Aeither vevent only one cam shaft is necessary. The

invention inconnection with a four-cycle engine with T-head cylinders having two cam shafts, one for the cams controlling the intakevalves and another for the cams controlling the exhaust valves.

The air distributer is mounted on'a suitable bracket 6 ,that maybe securedto any desired portion of the engine, While the timer may be mounted on shaft 24', in this instance a half time shaft upon which the distributer lis also .mounted in the manner previously described in connection with the two-cycle engine. The master control lever is also arranged on the valve control devvice 19 mounted on a suitable bracket 34",

all as hereinbefore describedin connection with the two-cycle engine; and these diiferent parts are operatively connected to each other and to the cylinders in the manner hereinbefore described, sothat I Will only describe the construction andcontrol of the apparatus for shifting the cams.

Referring to Figs. 8 and 9, 85 is a cam shaft upon which is keyed a sleeve 86 bearing a series of double reversing cams 87 of the usual construction, the sleeve being shiftable along the shaft by means of a collar 88 operated by a bell crank lever 89 pivoted on a, stub shaft 90. These cams'87 have tvvo cam surfaces one for forward and one for reverse direction of rotation, as is well understood in the art, with an inter.-

mediate neutral portion, and theyoperof the operator, I provide power-operatedate the exhaust valves through the intermediation of rollers 92 and suitable connecting mechanism, all as well understood in the art. This cam shaftis suitably geared to the crank shaft, as is Well understood, and therefore not shown. Behind the shaft 85 there is a second shaft 95 (Fig. 9) upon Which are mounted double cams 96 for operating the intake valves of the cylinders which are arranged on theshaft 95 in the same general 'manner as the cams-87 are arranged on shaft 85. Since the construction and arrangement 'of these are Well' understood in the artI will not show nor describe them in any further detail.

rlhe bell crank lever 89 has an elongated hub 97 upon the other end of which is mountedl a second forked arm 98 engaging a collar 99 secured to the sleeve of shaft 95, so that the two camv sleeves are operated simultaneously by shifting the bell crank lever. In order to shift the cams in proper position at the saine time that the shiftable `member of the. distributing apparatus is shifted and Without undue effort on the part means for this purpose, and in the present embodiment of the invention this consists of a cylinder 100 containing a piston 101 pivotcd at its lower end toone arm of bell crank lever 89. The cylinder communicates `at its upper and loiver ends respectively with pipes 102 and 103 which branch at connections 104i and 105 from pipes 14 and.

' Ward 15 leading from the master control valve device 1.9 to cylinder 12 of the air distributing apparatus, so that when the master control lever 30 is operated for shifting the cam member of the air distributing apparatus and admitting air through the distributer to the cylinders for forward or reverse rotation, the piston 101 is also operated to shift bell crank lever 89 for moving the cams 87 and 96 into ltheir foror reverse positions.

It will be seen from the above descriptionof my invention that I have provided simf ple, durable and efficient apparatus for automatically starting the engine in either direction of rotation; and so arranged as to control the starting of the same as Well as the speed of the engine from a single master control lever, so that the engine can be very readily and quickly controlled Without any exertion. on the part of the operator.

Those skilled in the-art, in the'light of my invention, Will understand-that various changes and modifications may be made in the different parts of the invention Without departing fromthe spirit or scope of my invention, and While I have shown and described With particularity what I believe to be the best embodiment of the invention, it

vvillbe understood that in so far as certain features of my invention are. concerned, difn ferent forms of air distributing apparatus and different forms of apparatus for actuating the distributer and the intake and eX- haust valve cams, may be substituted for those shown, as Well as other means of controlling the operation of the timer, the distributer andthe cam shafts from the master control lever; and I aim in the appended claims to cover all such modifications and changes Within the scope of my invention.

Having thus described myinvention-,What v I claim as new and desire to secure by Letp ters Patent, is*

direction in Which the engine starts, povveractuated means fon shifting one of said parts to control the direction of rotation of the engine in starting, and a'mast'er control device controlling l the power-actuating means to start or reverse the engine.

2. In an internal combustion engine, the

combination witha plurality of cylinders, of apparatus for distributing fluid to the cylinders-to start the engine, said apparatus including a part having ports communicating with the cylinders and a part driven from the engine and controlling the distribution of the fluid to said ports, one of said parts being shiftable relatively to the other to'change the time of distribution of air to the different cylinders relative to the engine cycle, for controlling the direction of rotation of the engine in starting, said shiftable part having a forward, a reverse and a neutral position, means for shifting said part to its forward or reverse position for controlling the direction of rotation of the engine in starting, and means operatively related to said shiftablepart for automatically returning said part to its neutral position.

3. In an internal combustion engine, thecombination with a 4plurality* of cylinders,

of apparatus for distributing fluid to the' cylinders to start the' engine, said apparatus including a part having ports communicating with the 'cylinders and a part driven f fromthe engine and controlling the distristarting, means operatively related to`said said part to its neutral position, and a bution of the Huid to said ports, one of said parts being shiftable relatively to the o ther to change the time of distribution of a1r to the different cylinders relative to the engine cycle, forl controlling the direction of. ro-

tation of the engine in starting, said shift-` able part having a forward, a reverse and a neutral position, power-actuated means Vfor shifting said part to its for- 'ward or reverse position vfor controllingi -the direction of rotation of the engine in shiftable part for automatically returning master control device controlling application of power to the power-actuating means.

4. In an internal combustion engine, the combination with a plurality of cylinders having fuel intake control apparatus, of apparatus for distributing fluid to the cylinders to start the engine independently of said control apparatus, fluid-pressure-actuated means controlling the owof fluidv through said distributing apparatus for starting and reversing the engine, and a lmaster control device for controlling the ow of fluid to said iuidipressure-actuating device, whereby the starting of the engine in either 'direction maybe controlled by said' master control device. l

5. In an internal combustion engine,'th'e combination with .a plurality of cylinders,

of apparatus for distributing Huid to the cylinders to VYstart the engine, saidapparatu-s including a part having ports communicating with the cylinders and a part driven from the engine and controlling the distribution of the fluid to said ports, one of iow of Huid through said pipe, and a master control device operatively related to said valve, whereby the starting and reversin of the engine may be controlled by sai master control device.

6. In an internal combustion engine, the combination with a plurality of cylinders, of apparatus for distributing fiuid to the cylinders to start the engine, said apparatus including a part having ports communicating with the cylinders and a part driven from 'the engine and controlling the distribution of the fluid to said ports, one of said parts being shiftable relatively to the other to change .the time of distribution of air to the different cylinders relative to the engine L cycle, for controlling the direction in which the engine starts, an electric timer comprising two relatively rotatable and relatively shiftable contact members one of which is driven from the engine', and a control lever operatively related -to the shiftable member of the distributing apparatus d, and to the shiftable member of the timer for controllingthe shifting of each, said leyer having provision whereby the timer may be shifted without operating the shiftable member of the distributing apparatus. u

7. 'In an internal combustion engine, the combination with a .plurality of cylinders,

'of apparatus for distributing fluid to the cylinders to start the engine, said apparatus including a part having ports communicating with the cylinders and a part driven but'ionof the iiuid to said ports, one of said parts being shiftable relatively to the other to change the time of distribution of air to the dierent cylinders relative to the englne cycle, for controlling the direction in which the engine starts, power-,actuated means for shifting one of said parts to control the direction of rotation of the engine instarting, a device for controlling the application of power to said actuating means,

an electric timer comprising two relatively vrotatable and relatively shiftable contact members one ofl which is driven from the engine, and a master Acontrol lever operatively related to the shiftable member of thetimer and having provision for also operat-I ing the control device of the power-actuated means of the distributer for controlling the from the engine and controlling the distrilll shiaabie members of the timer and distributer to shift both or only the timer, whereby the control lever may shift the timer to control the speed of the engine without operaia--I ing the fluid-pressure distributer.

8. In an internal combustion engine, the combination with a plurality of cylinders, of apparatus for distributing fluid to the cylinders to sta'rt the engine, said apparatus including a part having ports communicating with the cylinders and a part driven from the engine and controlling the distribution 'of the liuid to said ports, one of said parts being shiftable relatively to the other to change the time of distribution of air to the different cylinders relative to the engine cycle, for controlling the direction in which the engine starts, Huidpressure-'actuated means for shifting one of said parts to control the direction of rotation ofthe engine instarting, a pipe conveying fluid to said actuating means of the distribute; a valvefcontrolling the flow of fluid through said pipe, an electric timer comprising two relatively shiftable contact vmembers one of which Ais driven from the engine, and a master control lever mechani cally connected to the shiftable member of the timer and operatively related to said control valve for causing` both the shifting of the timer and the shiftable member of;

the distributer, or Vfor shifting only Vthe timer, whereby the control lever may shift the timer to control the speed of the engine without-.operating the fluid-pressure distributeiz 9. In an internal combustion engine, the combination with a plurality of cylinders, of apparatus for distributing fluid to the'cylinders to start the engine, said appara-tus in cluding a shiftable and rotatable cam member driven from the engine and having two cam surfaces with an intermediate portion, a valve casing surrounding the cam member and having a pluralityof separate chambers -communicatin, ,r respectively with the cylinders of the engine, each chamber having an intake port thereto, means for supplying air to said ports,- spring-seated valves closing the ports and having projections eX- tending radially through the valve casing into position to be engaged by one or the other of the cam-surfaces whenthe cam member is shifted, iuid-pressure-operated means for shifting the cam member tovbring one or another of the cam surfaces into en rection of rotation of'the engine, and means for returning the cam surface to its neutral position where the valve projections are not engaged by the cam surfaces.

l0.` In an internal'combustion engine, the combination with a plurality of cylinders,

of apparatus for distributing fluid to the cylinders to start the engine, said apparatus includinga shiftable and rotatable cam supplying'air to said ports, valves closing the ports to govern the flow of :fluid to the cylinders, adjustable plugsl vsecured inthe valve Acasing in alinement with the valves, compression springs between the valves and the plugs for holding the valves closed, pro- 4ljections from said valves extending through the inner wall of the casing into position to be engaged by one or another of the cam surfaces when shifted into operative position, means for shifting said cam to its 0perative positions, and means for returning the cam toits neutral lposition where' the valve projections are engaged.

ll.' In a four-cycle internal combustion engine, the combination with a plurality of Vcylinders having exhaust and intake ports with shiftable cams for controlling said ports, of apparatus for distributing fluid to the cylinders independently of said intake ports to start the engine, power-operated means for controlling the flow of fluid through said distributing apparatus and for shifting the cams for starting the engine in`l either direction of rotation, and a master control device controlling the application of power to' said- 'power-actuated means, whereby the admission of fluid to the cylinders and'y the shifting of the cams, for either direction o ffrotatiom may be. controlled by said master control device. 12.*In a four-cycle internal combustion engine, the vcombination with a pluralityof cylinders having exhaust ports with shiftable cams for controlling the operation of the same at different periods ,relative to the cycle of the engine, depending upon the directionof rotation, of iiuid-pressure-operated means for shifting said cams lfor forward or reverse direction of rotation, apparatus for Adistributing-'fluid tothe cylinders to start the engine, said apparatus including a part having ports communicating with the cylinders and a part driven from the enj gine and controlling the distribution of fluid to said ports, one of said parts being shifti able relatively to the', other to changelthe time of distribution of the air to the dierent cylinders relative to the engine cycle, for

forward or reverse direction of"rotation,

fluid pressure actuated` means for shifting one of said parts to control the direction of rotation of the engine in starting, and a master control device operatively related to both of said fluid-pressureactuated means for controllingthe operation of the same.

13. In a four-cycle internal combustion engine, the combination with a plurality of cylinders having exhaust ports with shiftable cams for controllingv the operation of the saine at different periods relative to the cycle of the engine, depending upon the direction of rotation, of'power-actuated means for 'shifting said cams for forward or reverse direction of rotation, apparatus for distributing fluid to the cylinders to start the engine, said apparatus including a shiftable part controlling the time of distribution of the air to the different cylinders relative to the engine cycle, for controlling the direction in which the engine starts,

i poweractuatedmeans for shifting said part to control the direction of rotation of the engine, a control device governing the application of power to both of said poweractuated means, an electric timer comprising two relatively shiftable contact members one of which is driven fromV the engine, and a master control lever mechanically connected tothe shiftable member of 'the timer and operatively related to said control device for causing the shifting of the timer and the shifting of. the 'shiftable part of the'dis? tributer and of the cams, or of the timer only, whereby the `control lever may operate the timer to control the speed ofthe engine or the distributing apparatus.l

without reversing the engine.

14. In an internal combustion engine, the

combination with@ pluralityU'of cylinders,

of an electric .timer comprising two relatively rotatable and relatively shiftable contact members one of which is driven from the engine,a circuit for lthe timer, a contactcontrolling s aid circuit, apparatus for distributing f luid to the cylinders to start the engine, said apparatuscomprising a shiftable'member for controlling the time of distribution of the fluid to the cylinders rela? tive to the engine cycle, and a master control device operatively related to said contact and tothe shiftable member of the timer and the shiftable member of the distributing apparatus, for controlling the circuit to the timer, the application of power to the distributer and the shifting of the shiftable membersl of the timer and the dis-v tributer, whereby the starting of the engine in either direction may be entirely controlled from the master control device.

15. In an internal combustion engine, the combination with a plurality of cylinders,

" of an electric timer comprising two relatively rotatable andrelatively shiftable contact members one of which is driven from the engine, a circuitl for the timer, a contact i Vcontrolling said circuit, apparatus for dis-A tributing fluid to the cylinders to start the engine, said apparatus comprising a shiftable member for controlling the time of distribution of the Huid to' the cylinders rela- 'tive to the enginecycle, a master control lever operatively related to said contact and to the shift'able part of the distributer for controlling each, and means mechanically connecting the master control lever with the shiftable member of the timer, whereby vthe starting of the engine in either direction and the control of' the speed of the same may .be governed by said lever.

16. In an internal combustion engine, the

planes and operatively related to said con-l tact and to said shiftable .member of the distributingapparatus to control the same by movement in one of said planes and mechanically connected to the shiftable member of the timer to control the same by movement in the other plane, whereby the timer may be moved-to control the speed of the engine without affecting the contact imparting movement to the engine, a member movable to control the application of power to the engine by said. last-named means, and'a Ymaster control lever mechanically connected to the shiftable member of the timer and operatively relatedA to said power-control member for causing both the shifting of the timer and the moving of the control member, or for causing only the shifting .of the timer whereby the master control lever may shift the timerv to control the speed of the engine without operating 'the power-control' member.

18. In a 4-cycle'internal combustion en.- gine, the combination with a plurality of cylinders having exhaust ports of shiftable cams fo'r controlling the flow of gas through said ports at different periods relative to the cycle of the engine, depending upon the direction. of rotation, apparatus for distributing fluid to the cylinders to start the engine, saidv apparatus including a shiftable part -controlling the time of distribution of the fiuid to the different cylinders relative to the engine cycle, for controlling the direction naaeei in which the engine starts, power-actuated means for shifting said cams for forward and reverse direction of rotation and for shifting said part `to control the direction of rotation of the engine, a control device governing the application of power to both of said power-actuated means, an electric timer comprising two relatively sliiftable contact members one of which is driven from the engine, cally connected to the shiftable member of the timer and operatively'related to said control device for causing the shifting of the timer and the shifting of the sliiftable part of the distributer and of the cams, or of the timer only, whereby the control lever may operate the timer to control the speed of the engine without reversing the engine.

19. ln an internal combustion engine, the

combination with a plurality of cylinders, of an electric timer` comprising two rela=l tively rotatable and relatively shiftable contact members one of which is driveny from and a master control lever mechani! the engine, a circuit for the timer, a Contact controlling said circuit, apparatus including au external source of power' for initiating the rotation of the engine, a member movable to control the application of power to said engine, a master control lever pivoted for movement in two planes and operatively related to said contact and to said movable member to control the same by movement in HENRY W. UNCKLES. Witnesses EDWIN SEGER, S. MORTIMER WARD, Jr.

one of said planes, and mechanical-ly con- 

